U.S. patent application number 16/907975 was filed with the patent office on 2020-12-31 for automatic driving vehicle.
This patent application is currently assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA. The applicant listed for this patent is TOYOTA JIDOSHA KABUSHIKI KAISHA. Invention is credited to Ryo HATTORI, Hirohito IDE, Yasunori IMADA, Satoshi KOGANEMARU, Shogo NAKATA, Masaki SHITARA, Takeshi URAKI, Yuchi YAMANOUCHI.
Application Number | 20200406931 16/907975 |
Document ID | / |
Family ID | 1000004940887 |
Filed Date | 2020-12-31 |
United States Patent
Application |
20200406931 |
Kind Code |
A1 |
IDE; Hirohito ; et
al. |
December 31, 2020 |
AUTOMATIC DRIVING VEHICLE
Abstract
A driving control device receives power supply from an accessory
battery to operate, controls automatic driving, and outputs a
control signal. A steering ECU, a power ECU and a brake ECU
instruct a steering mechanism, a PCU and a brake to operate based
on the control signal, respectively. An emergency stop switch is
operated by an operator. In a case where the emergency stop switch
is operated, an interface processing device cuts off a switch to
stop the power supply, shuts down the driving control device, and
outputs a control signal that causes the steering mechanism, the
PCU and the brake to perform an emergency stop operation.
Inventors: |
IDE; Hirohito; (Nagoya-shi,
JP) ; YAMANOUCHI; Yuchi; (Toyota-shi, JP) ;
SHITARA; Masaki; (Nagakute-shi, JP) ; HATTORI;
Ryo; (Kariya-shi, JP) ; KOGANEMARU; Satoshi;
(Toyota-shi, JP) ; URAKI; Takeshi; (Yokkaichi-shi,
JP) ; NAKATA; Shogo; (Kariya-shi, JP) ; IMADA;
Yasunori; (Yokkaichi-shi, JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
TOYOTA JIDOSHA KABUSHIKI KAISHA |
Toyota-shi |
|
JP |
|
|
Assignee: |
TOYOTA JIDOSHA KABUSHIKI
KAISHA
Toyota-shi
JP
|
Family ID: |
1000004940887 |
Appl. No.: |
16/907975 |
Filed: |
June 22, 2020 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
B60W 60/0025 20200201;
B60W 10/18 20130101; B60Q 1/46 20130101; B60W 10/20 20130101; B60W
50/14 20130101; B60W 10/04 20130101; B60W 2050/146 20130101; B60W
60/0053 20200201; B60W 60/007 20200201 |
International
Class: |
B60W 60/00 20060101
B60W060/00; B60W 10/20 20060101 B60W010/20; B60W 10/04 20060101
B60W010/04; B60W 50/14 20060101 B60W050/14 |
Foreign Application Data
Date |
Code |
Application Number |
Jun 28, 2019 |
JP |
2019-121666 |
Claims
1. An automatic driving vehicle comprising; a driving control
device that receives power supply from a battery to operate,
controls automatic driving concerning at least a vehicle speed and
a steering angle, and outputs a control signal, a driving mechanism
instruction device that inputs the control signal, and instructs a
driving mechanism to perform a driving operation based on the
control signal, an emergency stop switch to be operated by an
operator, and an emergency stop control device that, in a case
where the emergency stop switch is operated, cuts off the power
supply to shut down the driving control device, and outputs a
control signal that causes the driving mechanism instruction device
to perform an emergency stop operation.
2. The automatic driving vehicle according to claim 1, wherein in a
case where the emergency stop switch is operated, an activated
state of a device that is not associated with the automatic driving
control is maintained.
3. The automatic driving vehicle according to claim 1, comprising,
in addition to the driving control device, a manual driving control
device that accepts an operation of manual driving by the operator,
to control the manual driving, wherein the emergency stop control
device also shuts down the manual driving control device in a case
where the emergency stop switch is operated.
4. The automatic driving vehicle according to claim 2, wherein the
device that is not associated with the automatic driving control
includes a user interface control device that accepts an operation
from the operator to control in-vehicle equipment.
Description
CROSS REFERENCE TO RELATED APPLICATION
[0001] This application claims priority to Japanese Patent
Application No. 2019-121666 filed on Jun. 28, 2019, which is
incorporated herein by reference in its entirety including the
specification, claims, drawings, and abstract.
TECHNICAL FIELD
[0002] The present disclosure relates to an automatic driving
vehicle comprising an emergency stop switch.
BACKGROUND
[0003] An automatic driving vehicle capable of automatically
driving is known. Automatic driving means that a computer executes
at least part of driving control including vehicle speed control,
steering control or the like. The automatic driving vehicle
generally comprises a plurality of driving modes including an
automatic driving mode to perform the automatic driving, and a
manual driving mode in which an operator on board in the automatic
driving vehicle performs driving control. Furthermore, there is
also an automatic driving vehicle that accepts an operation input
from the operator to perform control even in the automatic driving
mode.
[0004] It is described in JP 2018-124855A that in a case where an
emergency stop switch is pressed, an automatic driving vehicle
selects an emergency stop position at which the vehicle can stop
safely, and performs control to stop the vehicle.
SUMMARY
[0005] It is considered that an automatic driving vehicle comprises
an emergency stop switch, and is capable of accepting an operation
input from an operator in an automatic driving mode. It is assumed
that an operator operates the emergency stop switch, and then
immediately, for example, changes a vehicle speed. In this case, it
is necessary to consider what type of control is to be
performed.
[0006] In JP 2018-124855A, however, it is not described how to
control the vehicle in a case where the emergency stop switch is
pressed.
[0007] Furthermore, for example, a situation is conceivable where
during travel in the automatic driving mode, unauthorized access is
made via communication equipment, and a driving operation falls
into a bad condition. In this case, it is necessary to consider
what control mode is to be adopted in pressing the emergency stop
switch and stopping the vehicle safely.
[0008] It is an advantage of the present disclosure to provide
vehicle stop control with enhanced safety in a case where an
emergency stop switch is operated during travel in an automatic
driving mode.
[0009] An automatic driving vehicle according to the present
disclosure comprises a driving control device that receives power
supply from a battery to operate, controls automatic driving
concerning at least a vehicle speed and a steering angle, and
outputs a control signal, a driving mechanism instruction device
that inputs the control signal, and instructs a driving mechanism
to perform a driving operation based on the control signal, an
emergency stop switch to be operated by an operator, and an
emergency stop control device that, in a case where the emergency
stop switch is operated, cuts off the power supply to shut down the
driving control device, and outputs a control signal that causes
the driving mechanism instruction device to perform an emergency
stop operation.
[0010] In an aspect of the automatic driving vehicle according to
the present disclosure, in a case where the emergency stop switch
is operated, an activated state of a device that is not associated
with the automatic driving control is maintained.
[0011] In another aspect of the automatic driving vehicle according
to the present disclosure, the automatic driving vehicle comprises,
in addition to the driving control device, a manual driving control
device that accepts an operation of manual driving by the operator,
to control the manual driving, and the emergency stop control
device also shuts down the manual driving control device in a case
where the emergency stop switch is operated.
[0012] In still another aspect of the automatic driving vehicle
according to the present disclosure, the device that is not
associated with the automatic driving control includes a user
interface control device that accepts an operation from the
operator to control in-vehicle equipment.
[0013] According to the present disclosure, in a case where an
emergency stop switch is pressed, it is possible to perform
emergency stop without being disrupted by control based on
automatic driving.
BRIEF DESCRIPTION OF DRAWINGS
[0014] Embodiment(s) of the present disclosure will be described
based on the following figures, wherein:
[0015] FIG. 1 is an external view of an automatic driving vehicle
according to an embodiment of the present disclosure;
[0016] FIG. 2 is a first perspective view showing a vehicle
interior of the automatic driving vehicle according to the present
embodiment;
[0017] FIG. 3 is a second perspective view showing the vehicle
interior of the automatic driving vehicle according to the present
embodiment;
[0018] FIG. 4 is a view showing a screen of a touch panel during
stop;
[0019] FIG. 5 is a view showing a screen of the touch panel during
automatic travel;
[0020] FIG. 6 is a perspective view of a mechanical operation
unit;
[0021] FIG. 7 is a functional block diagram of a driving control
device according to the present embodiment;
[0022] FIG. 8 is a flowchart showing flow of processing during an
emergency stop switch operation;
[0023] FIG. 9 is a flowchart showing processing flow for a
speaker;
[0024] FIG. 10 is a flowchart showing processing flow for the
driving control device;
[0025] FIG. 11 is a flowchart showing processing flow for a
preliminary driving control device;
[0026] FIG. 12 is a flowchart showing processing flow for
steering;
[0027] FIG. 13 is a flowchart showing processing flow for a drive
motor;
[0028] FIG. 14 is a flowchart showing processing flow for a brake;
and
[0029] FIG. 15 is a flowchart showing processing flow for hazard
lighting.
DESCRIPTION OF EMBODIMENTS
[0030] Hereinafter, description will be given of embodiments with
reference to the drawings. In the description, to facilitate
understanding, specific aspects are shown, but these aspects merely
illustrate embodiments, and various other embodiments can be
realized.
[0031] FIG. 1 is an external view of an automatic driving vehicle
10 according to the present embodiment. In respective drawings of
the present description, terms of front (FR) and rear indicate
front and rear in a vehicle front-back direction, terms of left
(LH) and right indicate left and right when looking forward, and up
(UP) and down indicate up and down in a vehicle up-down
direction.
[0032] The automatic driving vehicle 10 has an almost rectangular
parallelepiped shape that is symmetrical in a front-back direction,
and also has an appearance that is symmetrical in the front-back
direction. At four corners in planar view, pillars 12 extending in
an up-down direction are provided, and under each of the pillars
12, a wheel 14 is provided. Most of the front, rear, right and left
side walls of the automatic driving vehicle 10 are translucent
panels 16. Each of the panels 16 may be a display panel, on which
characters or the like may be displayed.
[0033] A part of the panels on the left side is a slidable door 18,
and the door 18 is slid to open for an occupant to gets in and out
of the vehicle. Note that although not shown in FIG. 1, a ramp that
can be taken inside and outside is stored in a lower part of the
door 18. The ramp is for use when a wheelchair it taken in and out
of the vehicle.
[0034] Furthermore, the automatic driving vehicle 10 is an
automatically drivable vehicle. Specifically, the automatic driving
vehicle 10 can drive in a plurality of driving modes including an
automatic driving mode and a manual driving mode. In the present
embodiment, as the automatic driving mode, there are provided a
control mode by a management center, and a control mode by the
automatic driving vehicle 10.
[0035] The automatic driving mode is a driving mode in which
driving control is performed mainly by a computer. In the present
description, the driving control is a concept including shift
change control, vehicle speed control, or steering control. The
vehicle speed control is a concept including start control, stop
control, and acceleration/deceleration control of the automatic
driving vehicle 10. The steering control is control for maintaining
and changing of a steering angle.
[0036] In the automatic driving mode, the control mode by the
management center is a mode in which the driving control is
performed by the computer mounted in the automatic driving vehicle
10 under the driving control from the management center. The
management center is provided to manage and control a plurality of
automatic driving vehicles 10, and a network is constructed to be
capable of communicating with each of the automatic driving
vehicles 10. In the control mode by the management center, a travel
route of the automatic driving vehicle 10 is determined by the
control of the management center. Furthermore, the driving control
by the computer mounted in the automatic driving vehicle 10 is
mostly executed under control of the management center. However, in
the present embodiment, the start control from a stopped state is
performed upon receiving an input of an operation by the operator
on board in the automatic driving vehicle 10.
[0037] In the automatic driving mode, the control mode by the
automatic driving vehicle 10 is a driving mode in which any control
from outside is not received in principle, and most of the driving
control of the automatic driving vehicle 10 is performed only by
determination of the computer mounted in the automatic driving
vehicle 10. According to the present embodiment, in the control
mode by the automatic driving vehicle 10, no control from the
management center is received, and the computer of the automatic
driving vehicle 10 performs the driving control based on detection
results of various sensors (e.g., a camera, LIDAR, etc.) provided
in the automatic driving vehicle 10, so that the vehicle travels
along a predetermined route. However, the start control from the
stopped state is performed upon receiving the input of the
operation by the operator on board in the automatic driving vehicle
10.
[0038] The manual driving mode is a mode in which the automatic
driving vehicle 10 does not perform any automatic driving, and the
operator on board in the automatic driving vehicle 10 performs the
driving control of the automatic driving vehicle 10.
[0039] Note that the operator is a person on board in the automatic
driving vehicle 10, and is engaged in the control of the automatic
driving vehicle 10. In the automatic driving mode, the management
center or the automatic driving vehicle 10 itself mainly controls
the driving, and the operator has less opportunities to control the
driving. However, the operator is involved in the start control
from the stopped state, and additionally has authority to perform,
for example, deceleration control, and can be therefore considered
to be engaged in the control of the automatic driving vehicle 10.
In the manual driving mode, the operator performs a role of a
driver who directly performs a driving operation of the automatic
driving vehicle 10, and can be therefore considered to be engaged
in the control of the automatic driving vehicle 10.
[0040] The automatic driving vehicle 10 is a shared vehicle in
which an unspecified large number of occupants are on board
together. In the present embodiment, the automatic driving vehicle
10 is utilized as a bus that transports passengers in a specific
site while traveling along a prescribed route. Consequently, it is
assumed that the automatic driving vehicle 10 repeats stop and
start with comparatively high frequency. Furthermore, the automatic
driving vehicle 10 is assumed to travel at a comparatively low
speed (e.g., 30 km/h or less).
[0041] Note that a usage form of the automatic driving vehicle 10
disclosed herein can be suitably changed, and the automatic driving
vehicle 10 may be utilized, for example, as a movable business
space, a retail store that displays and sells various commodities,
or a store such as a restaurant that cooks and serves food and
drink. Furthermore, as another form, the automatic driving vehicle
10 may be used as an office for clerical work, meetings with
clients and the like. Additionally, a usage setting of the
automatic driving vehicle 10 is not limited to a business
situation, and the automatic driving vehicle 10 may be used, for
example, as personal transportation. In addition, both a travel
pattern and a vehicle speed of the automatic driving vehicle 10 may
be suitably changed.
[0042] The automatic driving vehicle 10 is an electric car
including, as a motor, a drive motor that receives power supply
from a battery. The battery is a chargeable and dischargeable
secondary battery, and is regularly charged by external power. Note
that the automatic driving vehicle 10 is not limited to the
electric car, and may be another type of car. For example, the
automatic driving vehicle 10 may be an engine car including an
engine mounted as the motor therein, or a hybrid car including the
engine and the drive motor mounted as the motors therein.
Furthermore, the automatic driving vehicle 10 may be a hydrogen car
that drives the drive motor with power generated by a fuel
cell.
[0043] FIG. 2 and FIG. 3 are perspective views showing a vehicle
interior of the automatic driving vehicle 10. As described above,
the automatic driving vehicle 10 is utilized as a bus, and hence a
central part of the vehicle interior serves as a floor 20 for an
occupant standing on board in the vehicle or a wheel chair where an
occupant is seated. Furthermore, seats 22 for occupants are
provided along the side walls of the vehicle interior.
[0044] In the automatic driving vehicle 10, an operator seat 24 is
provided for the operator who performs the driving control of the
automatic driving vehicle 10, and operates each piece of equipment
(an air conditioner, a wiper or the like) provided in the automatic
driving vehicle 10. FIG. 2 shows that a seat part 24a of the
operator seat 24 is lowered to expose a seat surface 24b, and the
seat part 24a can be flipped up. In the present embodiment, the
operator seat 24 is provided near a front side of the door 18 on a
left side of the vehicle interior, but the operator seat 24 may be
provided on a right side of the vehicle interior.
[0045] On a front side of the operator seat 24, an armrest 26
extending in the front-back direction is provided so that the
operator seated on the operator seat 24 places their arm on the
armrest. As described above, in the present embodiment, since the
operator seat 24 is provided on the left side of the vehicle
interior, the armrest 26 is disposed in a left side end of the
vehicle interior. If the operator seat 24 is provided on the right
side of the vehicle interior, the armrest 26 is disposed in a
right-side end of the vehicle interior. The armrest 26 is provided
above the seat surface 24b of the operator seat 24 when the seat is
in a state where it can be sat on.
[0046] On a front end of the armrest 26, provided is a touch panel
28 standing upward from a top of the armrest 26 (see FIG. 3). The
touch panel 28 faces rearward (i.e., on an operator seat 24 side).
This allows the operator to manually operate the touch panel 28
while seated on the operator seat 24 and placing their arm on the
armrest 26. The touch panel 28 is a user interface, and enables an
operation other than the driving operation, in addition to
operation input concerning the driving in the automatic driving
mode (a vehicle speed control operation or the like). An example of
the operation other than the driving operation is a control
operation to in-vehicle equipment (a turn lamp, a horn, a
headlight, the air conditioner, the wiper or the like) provided in
the automatic driving vehicle 10. Description will be given later
on details of a display screen of the touch panel 28.
[0047] Furthermore, in the armrest 26, there is provided a storage
unit 30 that is capable of storing a mechanical operation unit to
perform a driving control operation to the automatic driving
vehicle 10. The storage unit 30 is covered with a lid 32, that is,
the mechanical operation unit stored in the storage unit 30 is not
exposed to the vehicle interior. In the present embodiment, the top
of the armrest 26 is flush with the lid 32. Note that in the
present embodiment, the storage unit 30 is provided in the armrest
26, but the storage unit 30 may be provided in a place other than
the armrest 26. Also, in this case, the storage unit 30 may be
provided in an inconspicuous place, for example, at an end of one
of the front, rear, right and left sides of the vehicle interior.
Description will be given later on details of the storage unit 30,
the lid 32 and the mechanical operation unit.
[0048] Furthermore, a mechanical emergency stop switch 34 to input
an (emergency) stop instruction to the automatic driving vehicle 10
is provided on the top of the armrest 26. In the present
embodiment, the emergency stop switch 34 is a button.
[0049] The automatic driving vehicle 10 is provided with only three
operation devices to control the vehicle speed of the automatic
driving vehicle 10, that is, the touch panel 28, the mechanical
operation unit, and the emergency stop switch 34. That is, the
automatic driving vehicle 10 is not provided with foot pedals to be
operated by feet for controlling the vehicle speed, such as an
accelerator pedal or a brake pedal provided in a conventional car
or the like.
[0050] Note that in a front left corner of the vehicle interior, a
display 36 is provided to display information on the automatic
driving vehicle 10 (see FIG. 3). For example, the display 36
displays information such as the vehicle speed of the automatic
driving vehicle 10, an outside temperature, and a location to be
stopped at next. Similarly to the touch panel 28, the display 36
also faces rearward. Consequently, when seen from the operator
seated on the operator seat, the touch panel 28 and the display 36
are arranged side by side. Therefore, the operator can visually
recognize both the touch panel 28 and the display 36. The display
36 can be provided at the same height as that of the touch panel
28. Specifically, the display 36 can be provided so that an upper
end of the display 36 and an upper end of the touch panel 28 have
the same height, a lower end of the display 36 and a lower end of
the touch panel 28 have the same height, or a center of the display
36 in a height direction and a center of the touch panel 28 in the
height direction have the same height. Furthermore, although not
shown in the drawing, a display is provided in another place of the
vehicle interior, to provide the passengers with information.
Furthermore, in the vehicle, a speaker (not shown) is also
provided, to provide the passengers with the information by
voice.
[0051] FIG. 4 and FIG. 5 show a screen to be displayed in the touch
panel 28, and the emergency stop switch 34 provided below the touch
panel 28. The touch panel 28 in FIG. 4 shows the display screen
when the automatic driving vehicle 10 in the automatic driving mode
is stopped. Furthermore, the touch panel 28 in FIG. 5 shows the
display screen when the automatic driving vehicle 10 in the
automatic driving mode is traveling.
[0052] First, description will be given of the display of the touch
panel 28 when the automatic driving vehicle 10 in the automatic
driving mode is stopped, with reference to FIG. 4. In the touch
panel 28, a GO button 40 is displayed as a vehicle speed control
button to input a vehicle speed control instruction to the
automatic driving vehicle 10. The GO button 40 is a button to input
a start instruction to the automatic driving vehicle 10, and when
the GO button 40 is operated, the automatic driving vehicle 10
starts travel (in the automatic driving mode in this case).
[0053] Next, description will be given of the display of the touch
panel 28 when the automatic driving vehicle 10 in the automatic
driving mode is traveling, with reference to FIG. 5. In the touch
panel 28, a SLOW DOWN button 42 as the vehicle speed control button
is displayed in place of the GO button 40. The SLOW DOWN button 42
is a button to input a deceleration control instruction to the
automatic driving vehicle 10, and when the SLOW DOWN button 42 is
operated, the automatic driving vehicle 10 decelerates. Repeated
operations of the SLOW DOWN button 42 can stop the automatic
driving vehicle 10.
[0054] In the present embodiment, the operator can only input the
deceleration control instruction as the vehicle speed control
during the travel in the automatic driving mode, but in addition to
the SLOW DOWN button 42, a button to input an acceleration control
instruction or a button to input a stop instruction may be
displayed, to enable the input of the acceleration control
instruction or the stop instruction. Needless to say, in the
automatic driving mode, the automatic driving vehicle 10 can
automatically decelerate or stop in response to an instruction from
the management center. When the automatic driving vehicle 10 stops,
again as shown in FIG. 4, the GO button 40 is displayed in place of
the SLOW DOWN button 42.
[0055] The touch panel 28 displays, in addition to the vehicle
speed control button, a driving mode button 44 to input a driving
mode change instruction, a shift button 46 to input a shift change
control instruction, a parking brake button 48 to input an
operation/release instruction of an electric parking brake, and
various equipment control buttons to input equipment control
instructions to the equipment provided in the automatic driving
vehicle 10. In the examples of FIG. 4 and FIG. 5, the touch panel
displays, as the equipment control buttons, a turn lamp button 50
to control the turn lamp, a hazard button 52 to operate hazard
warning lights, a horn button 54 to operate the horn, a light
button 56 to control a headlight/taillight, an air conditioner tab
58 to control the air conditioner, and a wiper tab 60 to control
the wiper. When the air conditioner tab 58 is touched, various
buttons to control the air conditioner are displayed, and when the
wiper tab 60 is touched, various buttons to control the wiper are
displayed. Note that the driving mode button 44 can be operated
only while the automatic driving vehicle 10 is stopped.
Furthermore, according to the present embodiment, in the automatic
driving mode, the operator's operation cannot achieve shift change,
and hence the shift button 46 cannot be operated.
[0056] Furthermore, the touch panel 28 displays, for example, a
battery remaining amount of the automatic driving vehicle 10, an
opening/closing state of the door 18, a slope state, and sensing
states of various sensors provided in the automatic driving vehicle
10.
[0057] The emergency stop switch 34 is installed below the touch
panel 28. The emergency stop switch 34 is a physically provided
button, unlike various buttons provided in the touch panel 28. The
emergency stop switch 34 is provided near the touch panel 28, and
hence in a case where the operator feels the need for emergency
stop, the operator immediately performs an operation of pressing
the emergency stop switch 34, so that the automatic driving vehicle
10 can be stopped in an emergency. Specific processing for the
emergency stop will be described later.
[0058] FIG. 6 shows a mechanical operation unit 70 pulled out of
the storage unit 30. The mechanical operation unit 70 has a stick
form stored in the storage unit 30 extending in the up-down
direction. The mechanical operation unit 70 stored in the storage
unit 30 reduces a likelihood of an operator's erroneous operation
of the mechanical operation unit 70 or a likelihood of another
occupant's operation of the mechanical operation unit 70. The lid
32 may be locked so that the occupant other than the operator
cannot open the lid 32. Furthermore, the mechanical operation unit
70 is stored in the storage unit 30, so that a vehicle interior
space can be effectively utilized.
[0059] When the operator opens the lid 32 to pull the mechanical
operation unit 70 upward and outward, the mechanical operation unit
70 can have an operable state as shown in FIG. 6. Alternatively, a
switch may be provided in the storage unit 30, and the switch may
be operated so that the mechanical operation unit 70 automatically
moves upward from the storage unit 30. In the operable state, the
mechanical operation unit 70 can stand from the top surface of the
armrest 26. As described above, since the armrest 26 is provided
above the seat surface 24b of the operator seat 24 in a state where
the seat 24 can be sat on, the mechanical operation unit 70 is also
provided above the seat surface 24b in the seat-able state.
[0060] The mechanical operation unit 70 is pulled out of the
storage unit 30 mainly in a case where the driving mode of the
automatic driving vehicle 10 is the manual driving mode. In a case
where the driving mode of the automatic driving vehicle 10 is the
automatic driving mode, the mechanical operation unit 70 may be
stored in the storage unit 30 to prevent erroneous operation of the
mechanical operation unit 70.
[0061] The mechanical operation unit 70 can be operated like a
lever. That is, the mechanical operation unit 70 has a lower end as
a fulcrum and can be tilted in front-back and right-left
directions. When tilting the mechanical operation unit 70 forward,
the acceleration control instruction is input to the automatic
driving vehicle 10, and when tilting the mechanical operation unit
70 rearward, the deceleration control instruction is input to the
automatic driving vehicle 10. Furthermore, when tilting the
mechanical operation unit 70 leftward, a left turn control
instruction is input to the automatic driving vehicle 10, and when
tilting the mechanical operation unit 70 rightward, a right turn
control instruction is input to the automatic driving vehicle
10.
[0062] Additionally, in an upper part of the mechanical operation
unit 70, a mechanical equipment control switch is provided to input
an equipment control instruction to the equipment provided in the
automatic driving vehicle 10. In the present embodiment, as the
equipment control switch, a switch is provided to issue an alarm to
the outside of the vehicle. Specifically, there are provided a turn
lamp switch 72 to operate the turn lamp, and a horn switch 74 to
operate the horn. Thus, the mechanical operation unit 70 can not
only input the acceleration/deceleration control instructions and
the turn control instructions, but also operate the turn lamp and
the horn. Needless to say, as the equipment control switch, another
equipment controlling switch may be provided in the mechanical
operation unit 70.
[0063] According to the present embodiment, the touch panel 28 is
disposed in the front end of the armrest 26, and the mechanical
operation unit 70 is positioned above the armrest 26. That is, the
touch panel 28 is disposed close to the mechanical operation unit
70. In the present embodiment, also in a case of performing the
driving control by use of the mechanical operation unit 70, for
example, the equipment provided in the automatic driving vehicle 10
or the like is operated using the touch panel 28. Thus, the touch
panel 28 is provided close to the mechanical operation unit 70, and
hence the operator can operate both the touch panel 28 and the
mechanical operation unit 70.
[0064] Subsequently, description will be given of a control
mechanism of the automatic driving vehicle 10 with reference to
FIG. 7. FIG. 7 is a simple functional block diagram showing a
configuration associated with the driving control in the automatic
driving vehicle 10.
[0065] FIG. 7 shows, at the upper right, the mechanical operation
unit 70, the touch panel 28 and the emergency stop switch 34
described above. Furthermore, a speaker 80 is a device provided in
the vehicle interior to transmit voice to the operator or the
passenger.
[0066] An interface processing device 82 is one of user interface
control devices connected to user interfaces of the touch panel 28,
the emergency stop switch 34, the speaker 80 and the like, to
perform control associated with these user interfaces. The
interface processing device 82 controls and operates computer
hardware of a processor or the like with software. The interface
processing device 82 is also connected to a bus 100a that
constitutes a controller area network (CAN) 100 being a network
provided in the automatic driving vehicle 10. The interface
processing device 82 performs processing of transmitting an
operation signal input from the touch panel 28 to the bus 100a and
sending a signal received from the bus 100a to the touch panel 28
or the like.
[0067] The interface processing device 82 also performs control
concerning an emergency stop operation when inputting an operation
signal from the emergency stop switch 34. That is, the interface
processing device 82 includes a function of an emergency stop
control device. Examples of emergency stop control include shutdown
of a driving control device 84 or a preliminary driving control
device 88, output of emergency voice/display to the speaker 80 or
the like, and output of a control signal that causes a steering ECU
104 or the like to perform the emergency stop operation. The
emergency stop control will be described later.
[0068] The driving control device 84 is a device that serves as
both an automatic driving control device that performs the driving
control in the automatic driving mode and a manual driving control
device that performs the driving control in the manual driving
mode. The driving control device 84 controls and operates the
computer hardware of the processor or the like with the software,
and can be mounted, for example, as an electric control unit (ECU).
The driving control device 84 is connected to the bus 100a of the
CAN 100, and inputs the operation signal from the touch panel 28
via the interface processing device 82. The operation signal for
the driving mode selected by the operator is input from the touch
panel 28. The driving control device 84 performs the control in the
automatic driving mode (the control mode by the management center,
or the control mode by the automatic driving vehicle 10) or the
manual driving mode in accordance with the selected driving
mode.
[0069] The driving control device 84 is connected to a
communication module 86, and can input the control from the
management center or the like. According to the control mode by the
management center in the automatic driving mode, the driving
control is performed based on the control from the management
center. Furthermore, the driving control device 84 is also
connected to various sensors (not shown) for the camera, LIDAR and
the like, and inputs detection data using the sensors. In the
automatic driving mode, detection results of the sensors are
processed to perform the automatic driving. In the automatic
driving mode, for example, operation signals of the GO button 40
and the SLOW DOWN button 42 are input from the touch panel 28, and
also input to the driving control device 84.
[0070] The driving control device 84 is connected to the mechanical
operation unit 70 without being connected to the CAN 100. In the
manual driving mode, the driving control device 84 inputs an
operation signal from the mechanical operation unit 70 to perform
the driving control.
[0071] The driving control device 84 outputs control signals to the
steering ECU 104, a power ECU 108, a brake ECU 112, a lamp ECU 116
and the like through the CAN 100. Consequently, the driving control
device 84 performs a specific driving operation.
[0072] The communication module 86 is a device that communicates
with the outside via an antenna or the like. The communication
module is constructed by controlling the hardware comprising a
communication processing circuit and the like with software. The
communication module 86 receives a control signal concerning the
driving from the management center, and outputs the signal to the
driving control device 84. Note that although not shown in the
drawing, the communication module 86 is also connected to another
configuration of the automatic driving vehicle 10 to perform
various communications between the automatic driving vehicle 10 and
the outside of the vehicle.
[0073] The preliminary driving control device 88 is a preliminarily
provided device, and is for use in place of the driving control
device 84, for example, in a case where the driving control device
84 does not operate. The preliminary driving control device 88
controls and operates the computer hardware of the processor or the
like with the software, and is mounted, for example, as an ECU.
However, the preliminary driving control device 88 is a manual
driving control device that does not include the driving control
function in the automatic driving mode and only performs the
driving control in the manual driving mode. Consequently, the
preliminary driving control device 88 is not connected to the
communication module 86.
[0074] The preliminary driving control device 88 is connected to
the mechanical operation unit 70, and inputs an operation signal
concerning the manual driving. Furthermore, the preliminary driving
control device 88 is connected to the bus 100a of the CAN 100, and
outputs control signals to the steering ECU 104, the power ECU 108,
the brake ECU 112, the lamp ECU 116 and others via the CAN 100. The
preliminary driving control device 88 contains a switch (SW) 88a.
The switch 88a shuts down the preliminary driving control device 88
in a case of receiving a stop signal from the interface processing
device 82.
[0075] An accessory battery 90 is a battery that supplies power to
various accessories in the automatic driving vehicle 10. In the
automatic driving vehicle 10, the accessory battery 90 is provided
separately from a main battery that supplies power to the drive
motor. FIG. 7 shows only three devices, i.e., the interface
processing device 82, the preliminary driving control device 88 and
the driving control device 84, as power supply targets of the
accessory battery 90. The power is supplied to the interface
processing device 82 through a feed line 92, the power is supplied
to the preliminary driving control device 88 through a feed line
94, and the power is supplied to the driving control device 84
through a feed line 96.
[0076] A switch (SW) 91 is provided upstream of the feed lines 92,
94 and 96. The switch 91 is a basic switch to be operated prior to
activation of the automatic driving vehicle 10, and is formed
using, for example, a relay, and installed as an outside switch
provided on an outer wall of the automatic driving vehicle 10. The
outside switch is a switch to be turned on by the operator before
boarding and to be turned off after boarding. In a case of turning
on the switch 91, the power starts to be supplied from the
accessory battery 90 to the interface processing device 82, the
preliminary driving control device 88, and the driving control
device 84, and in a case of turning off the switch, the power
supply is stopped. Then, the operator boards the vehicle in a state
where the outside switch is on, and turns on an activation switch
(not shown) so that the automatic driving vehicle 10 is ready to
travel.
[0077] The switch 91 turns on, and then the accessory battery 90
always supplies power to the interface processing device 82 through
the feed line 92. That is, in a case where the switch 91 is on, the
interface processing device 82 is always activated. The interface
processing device 82 is a user interface control device that
controls the user interface, and is set to maintain an activated
state so that various types of in-vehicle equipment can be
controlled even if the emergency stop switch 34 is operated.
[0078] The switch 91 turns on, and then the accessory battery 90
also always supplies power to the preliminary driving control
device 88 through the feed line 94. Therefore, in a case where the
switch 91 is on, in principle, the preliminary driving control
device 88 is activated. However, the interface processing device 82
sends a stop signal to the switch 88a provided in the preliminary
driving control device 88, so that the preliminary driving control
device 88 can shut down. There are not any special restrictions on
a type of switch 88a, and the switch can be prepared using, for
example, a semiconductor. In a case where the emergency stop switch
34 is operated, the interface processing device 82 sends the stop
signal to the switch 88a, to shut down the preliminary driving
control device 88. Here, the shut-down indicates a state where no
driving control operations at all are performed by the preliminary
driving control device 88.
[0079] The switch 91 turns on, and then, in principle, the driving
control device 84 receives power from the accessory battery 90
through the feed line 96. Therefore, in a case where the switch 91
is on, in principle, the driving control device 84 is activated.
Note that the interface processing device 82 sends a stop signal to
a switch (SW) 98 provided in the feed line 96, so that the supply
of the power through the feed line 96 can stop and the driving
control device 84 can shut down. There are not any special
restrictions on a structure of the switch 98, and the switch is
formed using, for example, a relay. When the emergency stop switch
34 operates, the interface processing device 82 sends the stop
signal to the switch 98 to cut the feed line 96, thereby shutting
down the driving control device 84.
[0080] The CAN 100 is an in-vehicle network comprising the bus 100a
and a bus 100b. In the CAN 100, communication is performed in
accordance with a predetermined protocol. The buses 100a and 100b
are connected to a central gateway (CGW) 102. The CGW 102 is a
device that controls communication between the bus 100a and the bus
100b in the CAN 100.
[0081] The bus 100b is connected to the steering ECU 104, the power
ECU 108, the brake ECU 112 and the lamp ECU 116. Each of these
units is constructed by controlling the hardware comprising the
processor with the software.
[0082] The steering ECU 104 is a driving mechanism instruction
device that manages and instructs a steering mechanism 106, being a
driving mechanism. The steering mechanism 106 is a mechanical
device that maintains and changes a steering angle (i.e., an
orientation of the wheel 14), to control a proceeding direction of
the automatic driving vehicle 10. The steering ECU 104 transmits a
steering instruction signal to the steering mechanism 106 to
control steering.
[0083] The power ECU 108 is a driving mechanism instruction device
that manages and instructs a power control unit (PCU) 110, being a
driving mechanism. The PCU 110 constitutes, together with the drive
motor, a system that accelerates and decelerates the automatic
driving vehicle 10. The PCU 110 is a device comprising a power
semiconductor that controls the power supply to the drive motor or
power regeneration from the drive motor. The power ECU 108
transmits a signal that instructs the PCU 110 to operate as the
power semiconductor, thereby controlling rotation of the drive
motor, and acceleration and deceleration of the automatic driving
vehicle 10.
[0084] The brake ECU 112 is a driving mechanism instruction device
that manages and instructs a brake 114, being a driving mechanism.
The brake 114 is a mechanical device that applies a frictional
force to stop rotation of the wheel 14. The brake ECU 112 instructs
the brake 114 on a size of the frictional force to be applied by
the brake 114, and the automatic driving vehicle 10 is thereby
controlled to decelerate or stop.
[0085] The lamp ECU 116 is an instruction device that manages and
instructs turn lamp/hazard warning lights 118. The turn lamp/hazard
warning lights 118 are driving assistance devices comprising the
turn lamp indicating the proceeding direction of the vehicle, and
the hazard warning lights that notify that the vehicle is in a
hazard situation. Note that the turn lamp and the hazard warning
lights are usually configured using the same lamp, and
distinguished by varying a lighting mode. The lamp ECU 116 controls
lighting on/off of the turn lamp/hazard warning lights 118.
[0086] Next, flow for emergency stop will be described with
reference to FIG. 8 to FIG. 15. FIG. 8 is a flowchart showing
overall flow till the emergency stop, and FIG. 9 to FIG. 15 are
flowcharts showing individual flows of processing to be performed
in an emergency stop process.
[0087] In the flowchart of FIG. 8, there is first assumed a
situation where the driving is performed in the automatic driving
mode and the automatic driving vehicle 10 travels (S10). In this
stage, the driving control device 84 sends the control signals to
the steering ECU 104, the power ECU 108, the brake ECU 112 and the
lamp ECU 116, to perform the driving control of the automatic
driving vehicle.
[0088] Here, it is assumed that the operator presses the emergency
stop switch 34 (S12). The operator presses the emergency stop
switch 34, for example, in a case of visually recognizing an object
that obstructs proceeding of the automatic driving vehicle 10, or
in a case of feeling a defect in the driving of the automatic
driving vehicle 10.
[0089] When pressed, the emergency stop switch 34 converts this
press operation to an electrical signal and outputs the signal. The
interface processing device 82 inputs this electrical signal as an
emergency stop signal (S14). In this case, the interface processing
device 82 performs the emergency stop control in a programmed step
order (S16). Next, description will be given of a specific mode of
the emergency stop control with reference to FIG. 8 to FIG. 15. The
emergency stop control is performed so that the automatic driving
vehicle 10 makes emergency stop (S18). Note that in a case where
the automatic driving vehicle 10 makes the emergency stop, the
activated state of the interface processing device 82 is
maintained, and in principle, the device in a mode other than the
automatic driving mode is also maintained in the activated state
(S19). For example, the activation of the interface processing
device 82 is maintained, and accordingly the touch panel 28, that
is the user interface, is used for input of functions other than a
function concerning the driving control. This also enables, for
example, control of in-vehicle equipment such as the turn lamp, the
headlight, the air conditioner, or the wiper to be controlled
through the touch panel 28. Furthermore, the communication module
86 is also configured to accept instructions related to functions
other than driving control from the management center.
Consequently, for example, safety check, contact with the
management center or the like can be performed promptly. After the
vehicle is stopped in an emergency, whether to enable the manual
driving depends on an emergency stop control mode to the
preliminary driving control device 88 as will be described
later.
[0090] FIG. 9 shows flow of processing relating to the speaker 80
to be performed in the emergency stop control by the interface
processing device 82 shown in the step S16 of FIG. 8. The interface
processing device 82 outputs, to the speaker 80, voice data
indicating "urgent deceleration" stored in advance in a case where
the emergency stop signal is input (S20). The speaker 80 inputs
this voice data to output voice of "rapid deceleration", and
notifies the passengers of the rapid deceleration (S22).
[0091] Furthermore, after the automatic driving vehicle 10 stops,
the interface processing device 82 outputs, to the speaker 80,
voice data of "stopped in an emergency" stored in advance (S24). In
a case where the voice data is input, the speaker 80 outputs voice
of "stopped in an emergency", and notifies the passengers of being
stopped in an emergency (S26). The speaker 80 repeatedly outputs
the voice of "stopped in an emergency" via an appropriate interval.
The interface processing device 82 similarly performs both display
of "rapid deceleration" and display of "stopped in an emergency" to
the display 36.
[0092] FIG. 10 shows flow of control to the driving control device
84 in the emergency stop control by the interface processing device
82 shown in the step S16 of FIG. 8. In a case where the emergency
stop signal is input, the interface processing device 82 outputs
the stop signal to the switch 98 (S30). Consequently, the switch 98
cuts the feed line 96, and stops the power supply to the driving
control device 84 (S32). In a case where the power supply stops,
the driving control device 84 cannot operate and shuts down (S34).
As a result, the driving control device 84 does not transmit any
control signal to the steering ECU 104, the power ECU 108, the
brake ECU 112 or the lamp ECU 116, and the automatic driving
control by the driving control device 84 ends.
[0093] FIG. 11 shows flow of control to the preliminary driving
control device 88 in the emergency stop control by the interface
processing device 82 shown in the step S16 of FIG. 8. In a case
where the emergency stop signal is input, the interface processing
device 82 outputs the stop signal to the switch 88a (S40).
Consequently, the switch 88a shuts down the preliminary driving
control device 88 (S42). For example, the device shuts down via the
switch 88a by stopping the power supply to the preliminary driving
control device 88.
[0094] The preliminary driving control device 88 does not perform
any particular processing during the travel in the automatic
driving mode by the driving control device 84. However, the
preliminary driving control device 88 can functionally transmit the
control signals to the steering ECU 104, the power ECU 108, the
brake ECU 112 and the lamp ECU 116. Therefore, the shut-down of the
preliminary driving control device 88 ensures that no control
signals are transmitted to the steering ECU 104, the power ECU 108,
the brake ECU 112 or the lamp ECU 116.
[0095] Note that it is also possible to have a mode to keep the
preliminary driving control device 88 activated without shutting
down the device. In this case, the preliminary driving control
device 88 is set to be utilizable after the emergency stop is
completed, or after predetermined inspection is further performed.
This can make it possible to resume the operation of the stopped
automatic driving vehicle 10 in the manual driving mode.
[0096] FIG. 12 shows flow of control concerning steering in the
emergency stop control by the interface processing device 82 shown
in the step S16 of FIG. 8. In a case where the emergency stop
signal is input, the interface processing device 82 transmits, to
the steering ECU 104, a control signal to cancel the control
currently being received and maintain a current steering direction
in the emergency stop operation (S50). Upon receiving the control
signal, the steering ECU 104 immediately instructs the steering
mechanism 106 to maintain the current steering direction (S52).
Based on the instruction, the steering mechanism 106 operates to
maintain the current steering direction (S54).
[0097] Note that the emergency stop operation concerning the
steering may be set to another mode. Specific examples of the mode
include a mode to set the steering angle to a straight proceeding
direction, and a mode to select an optimal steering angle in
accordance with the vehicle speed, the steering angle, a road
surface condition, a surrounding situation or the like at that
moment. For example, the optimal steering angle may be calculated
in the driving control device 84 at any time before the emergency
stop switch 34 is pressed, and transmitted to the interface
processing device 82.
[0098] FIG. 13 shows flow of control concerning the drive motor in
the emergency stop control by the interface processing device 82
shown in the step S16 of FIG. 8. In a case where the emergency stop
signal is input, the interface processing device 82 transmits, to
the power ECU 108, a control signal to cancel the control currently
being received and perform rapid deceleration that is the emergency
stop operation (S60). Upon receiving the control signal, the power
ECU 108 immediately instructs the power semiconductor of the PCU
110 to perform rapid regeneration switching (S62). Consequently,
the PCU 110 performs an operation of performing the rapid
regeneration switching and rapidly decelerating and stopping the
drive motor (S64). Note that as the emergency stop operation, it is
also possible to have a mode in which the deceleration is not
performed by regenerating the drive motor and the drive motor is
idled.
[0099] FIG. 14 shows flow of brake control in the emergency stop
control by the interface processing device 82 shown in the step S16
of FIG. 8. In a case where the emergency stop signal is input, the
interface processing device 82 transmits, to the brake ECU 112, a
control signal to cancel the control currently being received and
perform rapid braking that is the emergency stop operation (S70).
Upon receiving the control signal, the brake ECU 112 immediately
applies the brake 114 (S72). Consequently, the brake 114 performs
an operation of rapidly applying the brake and stopping the
automatic driving vehicle 10 (S74). Note that deceleration in the
rapid braking is performed to such an extent that passengers'
safety can be ensured. For a load of the brake 114, an optimal
value may be selected, for example, in accordance with the vehicle
speed, steering angle, road surface situation or the like at the
current time. For example, the optimal load may be calculated in
the driving control device 84 at any time before the emergency stop
switch 34 is pressed, and transmitted to the interface processing
device 82.
[0100] FIG. 15 shows flow of lighting control of hazard warning
lights in the emergency stop control by the interface processing
device 82 shown in the step S16 of FIG. 8. In a case where the
emergency stop signal is input, the interface processing device 82
transmits, to the lamp ECU 116, a control signal to cancel the
control currently being received and light the hazard warning
lights (S80). Upon receiving the control signal, the lamp ECU 116
immediately instructs the turn lamp/hazard warning lights 118 to
light the hazard warning lights (S82). Then, the turn lamp/hazard
warning lights 118 light the hazard warning lights (S84).
[0101] It is assumed that the respective steps described with
reference to FIG. 9 to FIG. 15 start substantially simultaneously
in the interface processing device 82, although there may be slight
differences depending on an order of the steps. However, if a
slight temporal difference is generated depending on the order of
the steps, the stop is considered as a top priority, and it is also
considered that the output of the control signal to the brake ECU
112 is processed first. Alternatively, it is also considered that,
to focus on attracting passengers' attention and then stopping the
vehicle, the output of the voice from the speaker 80 shown in FIG.
9, and furthermore the display in the display 36, are processed
first. Additionally, in consideration of time required in the
signal transmission and time required in the processing, the order
of the steps can be suitably changed, or time to wait for start of
the processing can be provided.
[0102] Furthermore, in the above processing, the driving control
device 84 and the preliminary driving control device 88 shut down,
and hence at and after the start of the emergency stop processing,
the driving control device 84 or the preliminary driving control
device 88 does not send any control signals to the steering ECU
104, the power ECU 108, the brake ECU 112 or the lamp ECU 116.
However, it is considered that depending on a hardware
configuration of a control system or a software configuration, and
due to the difference in the time required for the shut-down or the
like, the steering ECU 104, the power ECU 108, the brake ECU 112 or
the lamp ECU 116 may input the control signal from the interface
processing device 82, and then input the control signal from the
driving control device 84 or the preliminary driving control device
88. To solve this problem, in a case where the steering ECU 104,
the power ECU 108, the brake ECU 112 and the lamp ECU 116 input the
control signal from the interface processing device 82, the units
may be set so that the units do not accept the next control signal
or do not perform any processing based on the next control signal,
for at least a certain amount of time after the input.
[0103] The automatic driving vehicle 10 performs the safety check
after the emergency stop. Then, in a case where the safety is
checked, or in a case where it is determined that the driving is
possible, the driving is intended to restart. In this process, for
example, the operator performs an operation of again turning on the
activation switch provided in the vehicle. In this case, after the
safety check is performed in accordance with program, the driving
control device 84 and the preliminary driving control device 88 are
activated again. This enables driving restart in a selected mode
(the automatic driving mode or the manual driving mode).
Furthermore, for example, if a defect is found in the driving
control device 84 in a process of re-activation, only the
preliminary driving control device 88 is activated again. In this
case, only the driving in the manual driving mode can restart.
[0104] The above described emergency stop processing also exerts
effects on a response to unauthorized access by a third party
through the communication module 86 (hereinafter, the third party
who performs the unauthorized access will be referred to as a
cracker, and the cracker may also be called a hacker). In the
automatic driving vehicle 10, high security measures are taken on
control software including the communication module 86, and usually
no cracker can make any unauthorized access. However, for example,
it is considered that a cracker may find a security hole to access
the driving control device 84, rewrite the program in the driving
control device 84, input a fake signal to the driving control
device 84, and output the fake signal from the driving control
device 84.
[0105] If a defect is generated, for example, in the driving
operation of the automatic driving vehicle 10 due to unauthorized
access by a cracker, the operator presses the emergency stop switch
34. At this time, in the automatic driving vehicle 10, the
interface processing device 82 immediately shuts down the driving
control device 84, and hence worsening of the defect caused by the
driving control device 84 can be prevented. Additionally, the
shut-down of the preliminary driving control device 88 can prevent
the defect caused by the preliminary driving control device 88 from
becoming worse.
[0106] The cracker may attempt to make unauthorized access from the
driving control device 84 to the interface processing device 82,
the steering ECU 104, the power ECU 108, the brake ECU 112 or the
lamp ECU 116 through the CAN 100 or the like. However, the
interface processing device 82, the steering ECU 104, the power ECU
108, the brake ECU 112 or the lamp ECU 116 is hardware separate
from the driving control device 84, and hence the unauthorized
access is more difficult to make. Consequently, the present
embodiment is effective in shutting down the driving control device
84 that may constitute an access start point.
* * * * *